sghiltz



(No Model.) 2 Sheets-Sheet l.

M. V. SGHILTZ.

PETROLEUM ENGINE.

No. 399,569. E I Mar. 12,1889.

/c-/G.. fr

al I

E l w ik fd e! S 1 w /V Wj* y C l l Z FIGS. m O w O 5h www@ a f M NPEfRs. Pmwurhogr-gphof. wzmingwn. mc.

(No Model.)

2 Sheets-Sheet 2.. M. V. SCHILTZ. PETROLEUM ENGINE.

v910.399.569. Patented Mar. 12, 1889.

Wwf@ WW@ M m N. PETERS, Pnmmmngmpnnr. wunmgwn, n. c

limiten 8frnrns llATlllAS VITAL SCHILTZ,

Partnr Ormes.

OF COLOGNE, GERMANY.

PETROLEUM-18618! E.

SPECFICATIGN forming part of Letters Patent No. 399,569, dated March 12,1889.

Application lled June 25, 1887. Serial No. 242,474. (No model.) Patentedin Germany :111116 16, 1885, No. 86,044, and Anril 10, 1886, No. 38,121;in'l'anee August 121885,11@ 170,620,a11d July 3, 1886, No. 177,181; inBelgium August; 12, 1885, No. 69,892, and June 80, 1888,110. 78,679; inEngland October 27, 1885, No. 12,896, and August 16, 1886,110. 10,480;in Austria- Hungary November 10, 1885,11()l 30,859, and October 23,1886, 110.1%),835, and in Italy February 4,1886, No. 19,209, and

May 10, 1887, No. 20,715.

T0 all whom t nto/y concern;

Be it known that I, Mari-nas VITAL SCHILTZ, a subject of the Emperor o1Germany, residing at Cologne, in the German Empire, have inventedcertain new and useful Improvements in VPetroleum-Eiigines, (tor which 1have received Letters Patent in Germany, No. 80,044, dated June l0,1885, and No. 3t,121 dated April 10,1880, in Great Britain, No 12,800,dated October 27, 1885, and No. 10,180, dated August 10, 1880; inFrance, No. 170,020, dated August 12, 1885, and No. 177,181, dated July3, 1880; in Belgium, No. 00,802, dated August 12, 1885, and No. 78,070,dated .lune 30, 1880; in Austria- Hungary, No. 30,2300, dated November10, 1885, and No. 10,8235, dated October 28, 1880, and in Italy, No.10,200, dated February 4, 1880, and No. 20,715, dated lllay 10, 1887;)and l do hereby declare that the following a full, clear, and exactdescription of the invention, which will enable others skilled in theart to which it appertains to make and use the same.

My invention relates to the means of producing' a good intlannnablemixture of petroleum-vapor and air for petroleuni-motors.

The scientific base of my invention is the tact that petroleum,which hasalmost the saine chemical composition as coal-gas (Cnll'pi-t) and(litters trom the same only by its physica-l properties, may be employedas a source of motive power exactly like coal-gas it' the petroleum istirst converted into a vapor or tine spray by the combined action ot'mechanical means and heat and mixed with air in the required proportion.

'lhe invention has, therefore, for its object to evapora-te or iinelydisperse the petroleum, to mix it with the required quantity of air, toprevent its condensation-in short, to form and maintain a goodcombustible petroleum mixture.

Scientific .reseztrchesv with coal-gas have also shown that tor a good.ignition and combustion ot the mixture the gas and air must be mixed incertain delinite proportions. The same is the case with petroleum; butl'or maintaining a goed petroleum mixture it :is not only aecessary tosupply petroleum-vapor and air in certain proportions, but also toprevent the condensation ot' petroleu11i-vapors by maintaining a certaintemperature. lf a good petroleum mixture is suilieiently cooled tocondense a portion of the gaseous petroleum in the shape of mist, themixture is no longer easily inflammable and combustible, while on theother hand a weak mixture containingliquid particles may be renderedmore in tiaminable bythe application ot heat. Consequently it isessential to maintain a certain temperature suiiiciently high to preventcondensation in all spaces and canals through which the petroleummixture passes before its combustion. This temperature must be thehigher the heavier the petroleum which is to be used as the source ofpower. For light petroleum the combustion-chamber need only have atemperature of 100O eeiiitigrade but for using illu minatiilg-petroleum,of which from twenty to twcntytive per cent. remain unevaporated at 800ocent-igrade, the temperature of the combustion-chamber mustbe muchhigher than 1000.

Instead ot cooling the combuStien-chamber, which has hitherto been usualin gas and petroleum engines it should be heated, but for theworkingcylinder a suitable cooling` is indispensable. lt is alsonecessary to prevent the excessive heating of the combustion-chamber,which may be done by a jacket containing water under pressure, or asaline solution, or petroleum having a boiling-point above 100C Celsius.The vapors formed t'rom this water may be used for injection behind theworking-11iiston, and the vapors oi' petroleum are conducted into theevaporating canal, hereinafter described. The strong heating of thecoinbustion-chamber and of the auxiliary appliances is employed not onlyto prevent the condensation of petroleum vapor, but also for the rapidevaporation of the petroleum and for mixing it uniformly withatmospheric air.

As will be described later in detail, the evapora-tion is effected bycausing the petroleum to passinto an evapora-ti11g-canal heated bytheheat of the explosion-chamber, the supply of petroleum being accuratelymeasured for each stroke and regulated by a governor. In theevaporating-canal the petroleum is rst rapidly dispersed by a strongair-current produced by the engine, after which itis evaporated ascompletely as possible, and at the same time mixed with the heated air,and the mixture thus obtained is driven into the combustion-chamber ofthe engine, where it is to be exploded to drive the working-pistonforward.

The m etallic can als or receptacles for evaporating the petroleum mustbe hermetically closed against the combustion or explosion chamber, andmustVJ be so constructed as to rapidly absorb heat from the products ofcombustion, and must have a large internal surface for rapidlytransmitting the heat to the petroleum and air contained in the saidvessels.

The evaporating canal or vessels may either be situated in the interiorof the combustionchamber, as will be illustrated hereinafter, or

they may surround the combustion-chamberl like a jacket, and form aroundthe same a ringshaped, helical, or zigzag canal of a width depending onthe required speed of the air-current. In both cases theevaporatingcanal is separated from the combustion-space by a metallicpartition only. For veryheavy mineral oils these two methods ofevaporation-that is to say, an inner and an outer evaporating-canal-maybe combined in the same engine, as will be described hereinafter indetail.

The evaporating-vessel situated in the interior of thecombustion-chamber absorbs heat directly from the gases of combustionwith its whole outer surface, and may become much hotter than the wallsof the combustion-chamber; but the evaporatng-canal, which surrounds thecombustion-chamber, is heated on one side only through the walls of theexplosion-chamber, and its temperature cannot, therefore, exceed that ofthe walls of the combustion-chamber. It is advantageous, but notnecessary, that the walls of the external evaporating-canal should formone cast ing with the explosion-chamber of the engine. The partitions ofthe external evaporatingcanal may also be made separately of iron,copper, or a suitable alloy, and the necessary metallic connection forthe transmission of heat from the combustion-chamber may be obtained bycasting-that is to say, by placing the said partitions in the mold inwhich the combustion-Chamber is to be cast, the borders of the saidpartitions having been previously coated with tin or cleaned with borax.

In the accompanying drawings, Figure l represents a vertical section ofan engine h( ving an explosion-chamber provided with an internal and anexternal evaporatingcanal, the shape and size of which may be varied, asdescribed above. This 'ligure shows the working-piston P sucking in acombustible mixture from the outer opening, e', through the internalhelical canal, N, coiled outer jacket-canal, V, and the slide-valve Sinto the combustion-chamber@ of the engine, where it is compressed bythe piston and ignited by an outer flame through aperture Z in theordinary manner. The petroleum runs from the vessel F into the smallpetroleumpump p, which supplies measured quantities to thefunnel-opening e, mentioned above. a is the discharge-valve, worked bymeans of a pair of rods, a a2, a balance-lever, a3, a cam, E, and aspring, g, from the spur-wheell D, which serves as a crank-disk for theconnecting-rod d of the distribution slide-valve S. b is a lever whichactuates the piston-rod c of the oil-pump p, and which may be workedfrom the rod c, or by other convenient means. The spur-wheel D is drivenby a Wheel, E', mounted on crank-shaft F.

Fig. 2 shows another shape of the internal evaporating canal or vessel,N, into which the oil is introduced by a thin pipe, n. The oil and airpass rst through the zigzag-shaped inner canal, N, and then' .throughthe helical outer evaporating-canal, V. R is a waterjacket for thecombustion-chamber C, as mentioned above.

Fig. is a horizontal section of a combustion-chamber with inner andouter evaporatingcanal, the former being circular and the latterzigzag-shaped. The course of the air with petroleum is indicated byarrows. The oil and air may of course be conducted iirst through theinner and then through the outer canal, as illustrated, or vice versa,or a IOO portion of the canal may be employed to heat the air or thepetroleum separately before the two are brought together.

Figs. 4 and 5 show a helical orcoiled jacketcanal, V. The arrowsindicate the directio of the air-current.

Fig. 6 is a horizontal section of the coolingreservoir R, iilled withsaline water, petroleum, or other convenient cooling-liquid, asmentioned above.

Fig. 7 is a horizontal and Fig. -S a vertical section, showing avertical zigzag canal, V, which is open alternately above and below.Each evaporating-canal is hermetically separated from theexplosion-chamber. The inlet is outside of the jacket in order toconduct air and petroleum through the canal, which serves as anevaporating and mixing space. These arrangements may be varied accordingto requirements.

Fig. 9 is a partial vertical section showing how the slide-valve S ofFig. l may be replaced by an admission-valve, m, an exhaustvalve, n, andigniting apparatus w.

The described evaporating-canals must be of such a width that the airdriven or sucked through them at every stroke or cycle of the engine andheated thereby, will rapidly disperse the petroleum simultaneouslysupplied to the canal, the oil being thus spread over the metallic wallsand evaporated almost sud- IIO denly, (as much as is capable ofevaporation,) thus forming with air a combustible mixture, which is thenconveyed from the jacket into the explosion-chamber, as described above.

In the lowest passages of the described evaporating-canals sm allparticles of metalsas, for instance, iron shavings-niay be placed inorder to favor the dispersion of petroleum.

An experiment with the described apparatus in the winter has shown thatwithout the slightest heating ordinary illuminatingpetroleum of 0.81specific gravity has been converted into a very fine mist without anyresidue, and it is evident, thereii'ore, that the particles of such amist may be further divided or evaporated under the iniiucnee of heatand an air-current.

As the trials made by applying this apparatus to the engine havedemonstrated that any kind of' liquid fuel-such as crude petroleum,illumina-ting-petrolcum, fatty oils, even" tar and parafiine-may bcequally well dispersed or evaj'lorated, provided that the said fuel isdiluted with a more volatile liquid fuel, the use of cheap oils has beenfacilitated by the described appliances as soon as a good ignition issecured by an external flame. The trials with my engine have also shownthat ignition takes place much more easily if the explosive mixturecontains a small quantity of illuminating-gas or of volatile liquidfuel, and that crude pet-roleum may be used more easily thanilluminating petroleum, no doubt on account of its admixture of volatileoils. Consequently, in order to utilize heavy mineral oils as a fuelforpetrole'u11i-engines, they may be diluted with volatile oils, and acombination of the internal with the external evaporating apparatusemployed, as illustrated by Fig. l.

lf a mixture containing finely-divided but unevaporated petroleum isburned in a closed space, this combustion is less explosive than thecombustion of purely gaseous fuel. This retarded combustion probablytakes place in such a manner that the hydrogen of the gaseous fuel inthe whole space burns earlier than the carbon and that the latterproduces a sort of delayed combustion, the developed heat serving firstfor evaporating or destroying' the rest of the fuel. and sulilsequentl yfor i gnitin g the same.

For the use of the described eva1' oiati11g appliances it is innnaterialwhether the air and petroleum are conducted. through the canal bysuction or by pressure. For an engine provided with a working and apumping cylinder the best way is to cause the pump to suck pure air, andcompress and force the same through the evaporatin g-can al (into whichthe petroleum is forced by a small pump) into the explosion-chamber ofthe engine. ln this case the air-pump need not be heated, because itdoes not contain any combustible mixture.

In an engine havin a single cylinder which serves alternately as apower-cylinder and as a pump-cylinder, as illustrated by Fig. l,this

cylinder may suck a mixture of air and petroleum through theevaporating-canal, then compress the mixture on the return-stroke, afterwhich it is ignited and exploded, and the products of combustion areexpelled on the fourth stroke.

For the regular working of the engine accumulation of liquid petroleumin the evaporating-eanal must be avoided, for this would causevariations in the quantity of petroleumvapors. Any petroleum which isnot evaporated must be finely distributed by the sharp current ofAheated air and the metallic particles. The petroleum which has run tothe bottom is sucked up again by the thin pipe i, Fig. -l, and theregularity of speed of the engine is then preserved by uniformlymeasuring oli' the quantity of petroleum necessary for cach stroke. Thisexact measurement might be effected by an automatically-goveriied valveor by a cock with a long plug which can be advanced axially more or lessagainst its seat; but as the vibrations or shaking of the engine, thevariations in the consistency orviscosity of the liquid, and changes oftemperature would vary the quantity of liquid passing through thevalve-opening at a constant position of the same, I prefer to measureand propel the liquid fuel bya small pump driven by the' engine, thesaid pump having a variable stroke and automatic valves of knownconstruction. The regulation is then effected'by setting the pump out ofac tion when the engine runs too fast. These contrivances are onlymentioned to render the explanation of my invention more easilyintelligible; but they are not described in detail, because they do notpresent any novelty in themselves.

In my German patents, Nos. 25,036 and 26,621, l have described how thepetroleum may be evapora-ted by means of open metallic cups placed inthe combristicii-chamber, the said cups absorbing sufficient heat at thetime of the explosion for rapidly evapora-ting the quantity of petroleumnecessary for the subsequent explosion.

W'hat l claim as my invention, and wish to secure by Letters Patent, is-

l. ln a hydrocarbonengine, a metallic evaporating-j aeket surro un di ng the explosionchamber of the engine and subdivided by transversepartitions, so as to increase the inner surface, substantially asdescribed, and for the purpose specified.

2. In a liydrocarbon-engine, the combination of the explosion-chamberwith a metallic evaporating-jacket separated from the explosion-chamberby a single wall, and therefore directly heated by the explosions, thesaid jacket being subdivided by transverse partitions, so as to increasethe inner evaporating-surface of the jacket and to lengthen in this waythe evaporating-canal, the said evaporating canal being furnished with avalve adapted to produce and interrupt communication with theexplosion-cllamber at IOO IIO

ing furnished with a valve adapted to pro-` duce and interruptcommunication with the explosion-chamber at every cycle of the engine,(b) an oil feeder or pump adapted to introduce into the saidevaporating-canal small exactly-measured quantities of liquid fuel at'every cycle of the engine, and (c) a pump, preferably theWorking-cylinder, adapted to produce in the said canal at every cycle ofthe engine a sharp air-current into or toward the explosion-cli amber ofthe engine, substantially as described.

L In a hydrocarbon-engine, the combination of the explosion-chamber with(a) an evaporating-jacket separated from the eX- plosion-chamber by ametallic Wall only, and subdivided by transverse partitions, so as toform a helical or zigzag canal surrounding the explosion-chamber, saidcanal being provided With a valve adapted to produce and interruptcommunication with the explosion-cham ber at every cycle of the engine,(b) an oil feederor pump adapted to introduce into the saidevaporating-canal small exactly-measured quantities of liquid fuel atevery cycle of the engine, and (c) a pump, preferably theWorking-cylinder, 'for producing in the said canal at every cycle of theengine an airblast into or toward the explosion-chamber, substantiallyas described.

5. In a hydrocabonfengine, the combination of the explosion-chamber With(d) a helical 0r zigzag shaped evaporating-canal surrounding theexplosion-chamber and cast in one piece With the same, said canal beingfurnished with a valve adapted to establish and interrupt communicationWith the explosionchamber at every cycle of the engine, (b) an oilfeeder or pump adapted to introduce into the said evaporating canalsmall exactlymeasured quantities of liquid fuel at every cycle of theengine, and a pump, preferably the Working-cylinder, for producing inthe said canal at every cycle of the engine an airblast into or towardthe explosion-chamber, substantially as described.

G. In a hydrocarbon-engine, the combination of the explosion chamberwith (d) a metallic evaporating-canal separated from the explosion-spaceby asingle Wall, the said canal being partly formed by a helical orzigzag passage surrounding the explosion-chamber and partly situated inthe interior of the latter, and furnished With a valve adapted toproduce and interrupt communication with the explosion-chamber at everycycle of the engine, (b) an oil feeder or pump adapted to introduce intothe said evaporating-canal small exactly-measured quantities of liquidfuel at every cycle of the engine, and (c) a pump, preferably theWorking-cylinder, for producing in the said canal at every cycle of theengine an air-blast into or toward the explosion-chamber, substantiallyas described.

In 'testimony whereof I have signed this specification in the presenceof two subscribing Witnesses.

MATHIAS VITAL SCHILTZ.

Nitin esses:

EDUARD QUEICK, FRANZ WERTENBUCH.

